Vehicle actuator control method and device, electronic equipment and storage medium

Abstract

The invention provides a control method and device for a vehicle actuator, electronic equipment and a storage medium. The control method comprises the steps that the current yaw velocity, the current longitudinal velocity and the limit stability radius of a vehicle and an intervention function of the actuator are obtained; acquiring a deviation value between a current state of the vehicle and a target stable state by utilizing the current yaw velocity, and acquiring a current stability factor by utilizing the deviation value and the limit stability radius; obtaining a stability factor control condition and a speed control condition of the actuator of the vehicle based on a control mechanism of the actuator for the vehicle; acquiring a current intervention degree value of the actuator by utilizing the intervention function, the current stability factor and the current longitudinal speed; and for any actuator, if the current stability factor meets the stability factor control condition and / or the current longitudinal speed meets the speed control condition, the actuator is controlled, the current yaw velocity is tried to be adjusted to the target yaw velocity according to the current intervention degree value, and optimal control over the vehicle by all the actuators is achieved.

Description

Technical Field

[0001] The embodiments of the present application relate to the technical field of actuators, and in particular, to a control method, device, electronic device, and storage medium for a vehicle actuator. Background Art

[0002] In the related art, a vehicle includes at least one vehicle dynamic control actuator, and these vehicle dynamic control actuators are usually developed by at least one supplier. Each supplier will develop dedicated control software for its actuator. The control software of different suppliers is independent of each other, and the control objectives and strategies they set may also be different. If multiple vehicle dynamic control actuators developed by different suppliers are installed in the same vehicle, these actuators may not be able to simultaneously exert their optimal performance, and even in critical scenarios, the negative effect of "1 + 1 < 1" may occur due to conflicting control objectives. Summary of the Invention

[0003] The embodiments of the present application provide a control method, device, electronic device, and computer-readable storage medium for a vehicle actuator, aiming to improve the problem that if multiple vehicle dynamic control actuators developed by different suppliers are installed in the same vehicle, these actuators may not be able to simultaneously exert their optimal performance, and even in critical scenarios, the negative effect of "1 + 1 < 1" may occur due to conflicting control objectives.

[0004] The embodiments of the present application disclose a control method for a vehicle actuator, which is applied to a vehicle. The vehicle includes at least one actuator, and the method includes:

[0005] Obtain the current yaw rate, current longitudinal speed, limit stability radius of the vehicle, and the preset intervention function of the actuator;

[0006] Use the current yaw rate to obtain the deviation value between the current state and the target stable state of the vehicle, and use the deviation value and the limit stability radius to obtain the current stability factor of the vehicle;

[0007] Based on the control mechanism of the at least one actuator on the vehicle, obtain the stability factor control condition and speed control condition of the actuator on the vehicle;

[0008] Use the intervention function, the current stability factor, and the current longitudinal speed to obtain the current intervention degree value of the at least one actuator;

[0009] For any one of the actuators, if the current stability factor of the vehicle satisfies the stability factor control condition of the actuator, and / or the current longitudinal speed satisfies the speed control condition of the actuator, then control the actuator to attempt to adjust the current yaw rate of the vehicle to the target yaw rate of the vehicle according to the current intervention degree value.

[0010] An embodiment of the present application also discloses a control device for a vehicle actuator, which is applied to a vehicle. The vehicle includes at least one actuator, and the device includes:

[0011] A speed acquisition module, configured to acquire the current yaw rate, current longitudinal speed, limit stability radius of the vehicle, and a preset intervention function of the actuator;

[0012] A current stability factor acquisition module, configured to use the current yaw rate to obtain a deviation value between the current state and the target stable state of the vehicle, and use the deviation value and the limit stability radius to obtain the current stability factor of the vehicle;

[0013] A control condition acquisition module, configured to acquire the stability factor control condition and speed control condition of the actuator for the vehicle based on the control mechanism of the at least one actuator for the vehicle;

[0014] A current intervention degree value acquisition module, configured to use the intervention function, the current stability factor, and the current longitudinal speed to obtain the current intervention degree value of the at least one actuator;

[0015] A control module, configured to, for any one of the actuators, if the current stability factor of the vehicle satisfies the stability factor control condition of the actuator, and / or the current longitudinal speed satisfies the speed control condition of the actuator, then control the actuator to attempt to adjust the current yaw rate of the vehicle to the target yaw rate of the vehicle according to the current intervention degree value.

[0016] An embodiment of the present application also discloses an electronic device, including a processor and a memory, where

[0017] The memory is used to store a computer program;

[0018] The processor is configured to execute the program stored on the memory to implement the method as described in the embodiment of the present application.

[0019] An embodiment of the present application also discloses a computer-readable storage medium, in which a computer program is stored, and when the computer program is executed by a processor, the method as described in the embodiment of the present application is implemented.

[0020] The embodiments of the present invention include the following advantages:

[0021] In the embodiments of the present application, the vehicle includes at least one actuator, which can obtain the current yaw rate, current longitudinal speed, limit stability radius of the vehicle, and the preset intervention function of the actuator; the vehicle uses the current yaw rate to obtain the deviation value between the current state and the target stable state of the vehicle, and uses the deviation value and the limit stability radius to obtain the current stability factor of the vehicle; based on the control mechanism of at least one actuator for the vehicle, obtain the stability factor control condition and speed control condition of the actuator for the vehicle; use the intervention function, the current stability factor, and the current longitudinal speed to obtain the current intervention degree value of at least one actuator; for any actuator, if the current stability factor of the vehicle meets the stability factor control condition of the actuator, and / or the current longitudinal speed meets the speed control condition of the actuator, then control the actuator to attempt to adjust the current yaw rate of the vehicle to the target yaw rate according to the current intervention degree value. The present application designs a detailed intervention function for each actuator of the vehicle. The vehicle obtains this intervention function and uses this intervention function to obtain the current intervention degree value of the actuator for the vehicle when the vehicle meets the stability factor control condition and / or speed control condition of the actuator, and realizes the optimal control of each actuator for the vehicle according to this current intervention degree value, solving the negative effect of "1 + 1 < 1" caused by control conflicts in at least one actuator in the vehicle. Description of the Drawings

[0022] Figure 1 is a flowchart of a control method for a vehicle actuator provided by an embodiment of the present application;

[0023] Figure 2 is a schematic diagram of a fusion function provided by an embodiment of the present application;

[0024] Figure 3 is a schematic diagram of a front and rear axle sideslip angle phase plane provided by an embodiment of the present application;

[0025] Figure 4 is a schematic diagram of a basic working interval model of an actuator provided by an embodiment of the present application;

[0026] Figure 5 is a schematic diagram of an intervention function of an actuator provided by an embodiment of the present application;

[0027] Figure 6 is a flowchart of another control method for a vehicle actuator provided by an embodiment of the present application;

[0028] Figure 7 is a structural diagram of a control device for a vehicle actuator provided by an embodiment of the present application;

[0029] Figure 8 It is a structural diagram of an electronic device provided by an embodiment of the present application. Detailed implementation manners

[0030] In order to make the technical problems, technical solutions and beneficial effects solved by the present application clearer and more understandable, the present application will be further described in detail below in conjunction with embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0031] To facilitate the understanding of the technical solutions and technical effects of the embodiments of the present application, the related technologies of the present application will be briefly described below.

[0032] In the related technologies, an electronically controlled vehicle includes a vehicle dynamic control actuator, and the vehicle dynamic control actuator is associated with the dynamic handling stability of the vehicle. With the development of vehicles in the direction of electrification, more and more vehicle dynamic control actuators have achieved mass production, such as steer-by-wire front-wheel steering, steer-by-wire rear-wheel steering, distributed drive motors, and brake-by-wire systems. These actuators can all directly affect the dynamic handling stability of the vehicle.

[0033] Vehicle dynamic control actuators are usually developed by at least one supplier, and each supplier will develop dedicated control software for its actuator. The control software of different suppliers is independent of each other, and the control objectives and strategies they set may also be different. If multiple vehicle dynamic control actuators developed by different suppliers are installed in the same vehicle, the related technologies do not perform optimal scheduling for the efficiency characteristics of each actuator, and these actuators may not be able to simultaneously exert their optimal performance, and even in key scenarios, the "1 + 1 < 1" negative effect may occur due to conflicting control objectives. For example, relatively large restrictions may be set on the differential torque capacity of the distributed drive motor, which is not conducive to giving full play to the advantages of the distributed drive motor.

[0034] In the related technologies, for a vehicle equipped with vehicle dynamic control actuators developed by different suppliers, a comprehensive threshold method is used to judge the stable state of the vehicle. The comprehensive threshold method refers to, based on experience, using multiple vehicle parameters during the vehicle driving process as judgment bases, and setting corresponding threshold values as stability criteria to judge whether the vehicle is in a stable state. However, the dimensions of these vehicle parameters are usually inconsistent, and the combined weights and their physical meanings are not clear enough. In addition, for two vehicles equipped with vehicle dynamic control actuators developed by different suppliers, after the stability criterion calibration is completed on one vehicle, if it is applied to another vehicle, a large number of tests need to be carried out to obtain a relatively robust comprehensive stability criterion.

[0035] A control method for a vehicle actuator provided by the present application is applied to a vehicle. The vehicle includes at least one actuator, and can obtain the current yaw rate, current longitudinal speed, limit stability radius of the vehicle, and the preset intervention function of the actuator. The vehicle uses the current yaw rate to obtain the deviation value between the current state and the target stable state of the vehicle, and uses the deviation value and the limit stability radius to obtain the current stability factor of the vehicle. Based on the control mechanism of at least one actuator on the vehicle, obtain the stability factor control condition and speed control condition of the actuator on the vehicle. Use the intervention function, current stability factor, and current longitudinal speed to obtain the current intervention degree value of at least one actuator. For any actuator, if the current stability factor of the vehicle meets the stability factor control condition of the actuator, and / or the current longitudinal speed meets the speed control condition of the actuator, then control the actuator to attempt to adjust the current yaw rate of the vehicle to the target yaw rate according to the current intervention degree value. The present application designs a detailed intervention function for each actuator of the vehicle. The vehicle obtains this intervention function and uses this intervention function to obtain the current intervention degree value of the actuator on the vehicle when the vehicle meets the stability factor control condition and / or speed control condition of the actuator, and realizes the optimal control of each actuator on the vehicle according to this current intervention degree value, solving the negative effect of "1 + 1 < 1" caused by control conflicts in at least one actuator in the vehicle.

[0036] An embodiment of the present application provides a control method for a vehicle actuator. Please refer to Figure 1 , which is applied to a vehicle. The vehicle includes at least one actuator, and the method includes the following steps:

[0037] S10: Obtain the current yaw rate, current longitudinal speed, limit stability radius of the vehicle, and the preset intervention function of the actuator;

[0038] In the embodiment of the present application, the vehicle includes at least one actuator, and the actuator may refer to a vehicle dynamic control actuator. It should be noted that the vehicle dynamic control actuator is used to change the dynamic operation stability of the vehicle. The at least one actuator may be developed by at least one supplier, and the at least one actuator may have different control software, different control objectives, and / or control strategies.

[0039] During the driving process of the vehicle, especially when the vehicle is turning, the vehicle may become unstable. To keep the vehicle stable, the actuator in the vehicle can control the vehicle so that the current yaw rate during the driving process of the vehicle is changed to the target yaw rate.

[0040] In the embodiments of the present application, a vehicle can obtain the current yaw rate and the current longitudinal speed of the vehicle during driving, especially during a turn of the vehicle. Specifically, the vehicle can use a gyroscope of the vehicle to measure the current yaw rate of the vehicle, and use a wheel speed sensor of the vehicle to measure the current longitudinal speed of the vehicle.

[0041] In the embodiments of the present application, during a turn of the vehicle, the vehicle has a limit stability radius (boundary). The limit stability radius refers to the maximum radius at which a vehicle can make a stable turn at a certain specific speed. When the vehicle turns at this radius, it is in a critical state, that is, the lateral acceleration of the vehicle reaches the maximum value, and at this time the vehicle can just maintain stability and will not skid. Therefore, the limit stability radius can be used to determine whether the vehicle can maintain stability during a turn. In the embodiments of the present application, the vehicle can obtain the limit stability radius of the vehicle.

[0042] In the embodiments of the present application, in combination with subjective and objective handling and stability tests, an intervention function can be designed for at least one actuator in the vehicle. Among them, the subjective handling and stability test usually involves professional drivers evaluating the handling performance of the vehicle actuator on the vehicle during driving according to their feelings and experiences. The objective handling and stability test refers to using instruments and sensors to measure the influence of at least one actuator in the vehicle on the performance parameters of the vehicle, such as the yaw rate of the vehicle, the lateral acceleration, and the response time of the vehicle, etc. By combining the subjective handling and stability test and the objective handling and stability test, the designed intervention function can determine the degree to which at least one actuator should intervene in the control of the vehicle.

[0043] Therefore, the vehicle can obtain the intervention function and use the intervention function to obtain the intervention degree value when at least one actuator in the vehicle controls the vehicle to drive, with the goal of controlling the vehicle to drive stably.

[0044] S20: Use the current yaw rate to obtain the deviation value between the current state of the vehicle and the target stable state, and use the deviation value and the limit stability radius to obtain the current stability factor of the vehicle;

[0045] In the embodiments of the present application, the vehicle can use the current yaw rate of the vehicle to determine the current state of the vehicle and obtain the deviation value between the current state of the vehicle and the target stable state. Among them, the target stable state refers to the state in which the vehicle maintains stability during driving.

[0046] The vehicle can use the deviation value between the current state of the vehicle and the target stable state, and the limit stability radius used to determine whether the vehicle can maintain stability during driving, to obtain the current stability factor of the vehicle. The current stability factor is used to represent the stability of the vehicle during driving. Specifically, the current stability factor can be calculated using the following formula:

[0047] ξ = R0 / Rs

[0048] Where ξ is the current stability factor, R0 is the deviation value, and Rs is the limit stability radius.

[0049] S30: Based on the control mechanism of the vehicle by the at least one actuator, obtain the stability factor control condition and speed control condition of the actuator for the vehicle.

[0050] In the embodiments of the present application, when at least one actuator in the vehicle controls the vehicle to travel to maintain the stability of the vehicle, it has different control mechanisms. The control mechanism, also known as the control principle and the control characteristics of the actuator, affects the efficiency characteristics of the actuator. The vehicle can, based on this control characteristic, with the goal of controlling the vehicle to travel stably, obtain the stability control condition and speed control condition when the actuator controls the vehicle.

[0051] S40: Use the intervention function, the current stability factor, and the current longitudinal speed to obtain the current intervention degree value of the at least one actuator.

[0052] In the embodiments of the present application, the intervention function of the vehicle is associated with the current stability factor and the current longitudinal speed of the vehicle. The vehicle can use the current stability factor, the current longitudinal speed, and the intervention function of the vehicle to obtain the current intervention degree value of at least one actuator of the vehicle for the vehicle.

[0053] S50: For any one of the actuators, if the current stability factor of the vehicle meets the stability factor control condition of the actuator, and / or the current longitudinal speed meets the speed control condition of the actuator, then control the actuator to attempt to adjust the current yaw rate of the vehicle to the target yaw rate of the vehicle according to the current intervention degree value.

[0054] In an embodiment of the present application, for any actuator in a vehicle, if the current stability factor of the vehicle meets the stability factor control condition of the actuator, and / or the current longitudinal speed of the vehicle meets the speed control condition of the actuator, the vehicle can control the actuator to attempt to adjust the current yaw rate of the vehicle to the target yaw rate of the vehicle according to the current intervention degree value corresponding to the actuator, so as to maintain the stability of the vehicle. That is, according to the current yaw rate of the vehicle, at least one actuator is controlled by a closed-loop controller to track the target yaw rate of the vehicle in real time. The closed-loop controller is such as PID (Proportional-Integral-Derivative), LQR (Linear Quadratic Regulator), or MPC (Model Predictive Control), etc.

[0055] In an embodiment of the present application, the vehicle includes at least one actuator, and can obtain the current yaw rate, current longitudinal speed, ultimate stability radius of the vehicle, and the preset intervention function of the actuator; the vehicle uses the current yaw rate to obtain the deviation value between the current state and the target stable state of the vehicle, and uses the deviation value and the ultimate stability radius to obtain the current stability factor of the vehicle; based on the control mechanism of at least one actuator on the vehicle, obtain the stability factor control condition and speed control condition of the actuator on the vehicle; use the intervention function, current stability factor, and current longitudinal speed to obtain the current intervention degree value of at least one actuator; for any actuator, if the current stability factor of the vehicle meets the stability factor control condition of the actuator, and / or the current longitudinal speed meets the speed control condition of the actuator, then control the actuator to attempt to adjust the current yaw rate of the vehicle to the target yaw rate of the vehicle according to the current intervention degree value. The present application designs a detailed intervention function for each actuator of the vehicle. The vehicle obtains the intervention function and uses the intervention function to obtain the current intervention degree value of the actuator on the vehicle when the vehicle meets the stability factor control condition and / or speed control condition of the actuator, and realizes the optimal control of each actuator on the vehicle according to the current intervention degree value, coordinates and schedules multiple actuators, maximizes the improvement of the vehicle dynamics control performance, solves the negative effect of "1 + 1 < 1" caused by control conflicts of at least one actuator in the vehicle, enables the mass production of vehicles equipped with actuators developed by different suppliers, helps the host factory hold the value of the core vehicle control software, and also helps to improve the brand value of the vehicle model.

[0056] Step S20 includes:

[0057] B1: Obtain the current lateral speed of the vehicle, the current steering wheel angle, the distance from the center of mass of the vehicle to the front axle, i.e., the front center-of-mass axle distance, and the distance from the center of mass of the vehicle to the rear axle, i.e., the rear center-of-mass axle distance;

[0058] B2: Use the current longitudinal speed and the current lateral speed to obtain the current sideslip angle of the vehicle's center of mass;

[0059] B3: Use the current sideslip angle of the vehicle's center of mass, the front center-of-mass axle distance, the current yaw rate, the current longitudinal speed, and the current steering wheel angle to obtain the current front axle sideslip angle of the vehicle;

[0060] B4: Use the current sideslip angle of the vehicle's center of mass, the rear center-of-mass axle distance, the current yaw rate, and the current longitudinal speed to obtain the current rear axle sideslip angle of the vehicle;

[0061] B5: Use the current front axle sideslip angle and the current rear axle sideslip angle to obtain the deviation value between the current state and the target stable state of the vehicle.

[0062] In the embodiments of the present application, the vehicle can measure the current longitudinal speed Vx of the vehicle using a wheel speed sensor, and can measure the current lateral acceleration ay of the vehicle using a lateral acceleration sensor of the vehicle. Then, integrate the current lateral acceleration of the vehicle to obtain the current lateral speed Vy of the vehicle. The vehicle can also measure the current steering wheel angle of the vehicle using a steering angle sensor of the vehicle. The vehicle can also obtain the distance between the center of mass of the vehicle and the front axle of the vehicle, i.e., the front center-of-mass axle distance; and the distance between the center of mass of the vehicle and the rear axle of the vehicle, i.e., the rear center-of-mass axle distance.

[0063] In the embodiments of the present application, using the current longitudinal speed and the current lateral speed of the vehicle, the current sideslip angle of the vehicle's center of mass can be obtained. Specifically, the current sideslip angle of the center of mass can be calculated using the following formula:

[0064] β = Vy / Vx

[0065] where β is the current sideslip angle of the center of mass.

[0066] In the embodiments of the present application, using the current sideslip angle of the vehicle's center of mass, the front center-of-mass axle distance, the current yaw rate, the current longitudinal speed, and the current steering wheel angle, the current front axle sideslip angle of the vehicle can be obtained. Specifically, the current front axle sideslip angle can be calculated using the following formula:

[0067]

[0068] Among them, αf is the current front axle sideslip angle, a is the distance from the center of mass to the front axle, ωr is the current yaw rate of the vehicle about the Z-axis, and δ is the current steering wheel angle of the vehicle.

[0069] In the embodiment of the present application, the current rear axle sideslip angle of the vehicle can be obtained by using the current sideslip angle of the vehicle's center of mass, the distance from the center of mass to the rear axle, the current yaw rate, and the current longitudinal speed. Specifically, the current rear axle sideslip angle can be calculated using the following formula:

[0070]

[0071] Among them, αr is the current rear axle sideslip angle, and b is the distance from the center of mass to the rear axle.

[0072] In the embodiment of the present application, the deviation value between the current state of the vehicle and the target stable state can be obtained by using the current front axle sideslip angle and the current rear axle sideslip angle of the vehicle.

[0073] It should be noted that in the embodiment of the present application, a basic vehicle theory model of the vehicle can be established, also known as a two-degree-of-freedom vehicle dynamics model. The basic vehicle theory model is:

[0074]

[0075] Among them, k1 is the front axle sideslip angle stiffness, k2 is the rear axle sideslip stiffness, and Iz is the moment of inertia of the vehicle about the Z-axis. The calculation formulas for the current front axle sideslip angle and the current rear axle sideslip angle in the present application are derived from the basic vehicle theory model.

[0076] In the embodiment of the present application, the current sideslip angle of the vehicle's center of mass is obtained by using the current longitudinal speed and the current lateral speed of the vehicle, and the current front axle sideslip angle of the vehicle is obtained by using the current sideslip angle of the vehicle's center of mass, the distance from the center of mass to the front axle, the current yaw rate, the current longitudinal speed, and the current steering wheel angle; the current rear axle sideslip angle of the vehicle is obtained by using the current sideslip angle of the vehicle's center of mass, the distance from the center of mass to the rear axle, the current yaw rate, and the current longitudinal speed; the deviation value between the current state of the vehicle and the target stable state is obtained by using the current front axle sideslip angle and the current rear axle sideslip angle, realizing the judgment of the stable state of the vehicle by using the deviation value, and then calculating the current stability factor of the vehicle by using the deviation value to determine whether the current stability factor of the vehicle meets the stability factor control conditions of the actuator in the vehicle.

[0077] Step S10 includes:

[0078] C1: Obtain the preset front axle saddle point value of the front axle sideslip angle of the vehicle and the preset rear axle saddle point value of the rear axle sideslip angle of the vehicle;

[0079] C2: Obtain the ultimate stability radius of the vehicle by using the preset ultimate boundary calibration parameters, the front axle saddle point value, and the rear axle saddle point value.

[0080] In the embodiments of the present application, a preset front axle saddle point value of the front axle sideslip angle of the vehicle and a preset rear axle saddle point value of the rear axle sideslip angle of the vehicle can be obtained. The sideslip angle refers to the offset angle of the wheel relative to the due front in the vertical plane. The front axle saddle point value of the front axle sideslip angle refers to the point at which the sideslip angle of the vehicle's front axle begins to increase significantly under a certain specific lateral acceleration. At this point, the tires of the front axle begin to reach the limit of their lateral grip. The rear axle saddle point value of the rear axle sideslip angle refers to the point at which the sideslip angle of the vehicle's rear axle begins to increase significantly under a certain specific lateral acceleration. This point also marks the limit of the lateral grip of the rear axle tires. After reaching this point, the handling stability of the rear axle will be affected, and the vehicle may experience oversteering or understeering.

[0081] In the embodiments of the present application, the vehicle can obtain the ultimate stability radius of the vehicle by using the preset ultimate boundary calibration parameters, the front axle saddle point value of the vehicle, and the rear axle saddle point value. Specifically, the ultimate stability radius of the vehicle can be obtained by using the following formula:

[0082] R s = max{|α f_sddle |, |α r_sddle |} × k

[0083] where Rs is the ultimate stability radius of the vehicle, αf-sddle is the current front axle sideslip angle, αr-sddle is the current rear axle sideslip angle, and k is the ultimate boundary calibration parameter.

[0084] In the embodiments of the present application, determine the ultimate stability radius of the vehicle by using the preset ultimate boundary calibration parameters, the front axle saddle point value of the vehicle, and the rear axle saddle point value. By using the ultimate stability radius and the deviation value between the current state of the vehicle and the target stable state, the current stability factor of the vehicle can be determined, and then the current stability factor of the vehicle can be used to determine whether the vehicle meets the stability factor control condition of the actuator in the vehicle.

[0085] A control method for a vehicle actuator provided in the embodiments of the present application further includes:

[0086] S60: Obtain the maximum adhesion limit value and the preset understeer degree of the vehicle;

[0087] S70: Obtain the target yaw rate of the vehicle's handling performance by using the understeer degree, the current steering wheel angle, and the current longitudinal speed;

[0088] S80: Obtain the target yaw rate for vehicle stability by using the maximum adhesion limit value, the current yaw rate, and the current longitudinal speed.

[0089] S90: Fuse the target yaw rate for vehicle handling and the target yaw rate for vehicle stability to obtain the target yaw rate of the vehicle.

[0090] In the embodiment of the present application, the vehicle has a maximum adhesion limit value, which is the maximum adhesion coefficient. The adhesion coefficient is a dimensionless coefficient that describes the magnitude of the frictional force between the tire and the road surface. In the embodiment of the present application, the adhesion coefficient of the vehicle can be obtained through the following formula:

[0091] Fh = Fz * μ

[0092] where Fz is the vertical force of the vehicle's tire, Fh is the horizontal force of the vehicle's tire, that is, the resultant force of the longitudinal force and the lateral force; μ is the adhesion coefficient.

[0093] In the embodiment of the present application, the vehicle can obtain a preset understeer degree. The understeer degree can be understood as a characteristic that the vehicle tends to reduce the steering angle when turning. Understeer means that when the vehicle is turning, the front wheels lose traction, resulting in the vehicle being unable to turn according to the angle input by the driver through the steering wheel, but continuing to move along a straighter path. In this case, the front wheels of the vehicle do not turn along the expected trajectory, but slide to the outside of the curve.

[0094] In the embodiment of the present application, by using the understeer degree of the vehicle, the current steering wheel angle, and the current longitudinal speed, the target yaw rate for vehicle handling can be obtained. Specifically, the target yaw rate for vehicle handling can be calculated using the following formula:

[0095] ω h = Kus * δ / V x

[0096] where Kus is the understeer degree, ω h is the target yaw rate for vehicle handling.

[0097] In the embodiment of the present application, by using the maximum adhesion limit value, the current yaw rate, and the current longitudinal speed of the vehicle, the target yaw rate for vehicle stability can be obtained; specifically, the target yaw rate for vehicle stability can be calculated using the following formula:

[0098] ω s = g * μ / V x

[0099] where μ is the maximum adhesion limit value, g is the acceleration due to gravity, ω s is the target yaw rate for vehicle stability.

[0100] In the embodiment of the present application, by fusing the handling target yaw rate and the stability target yaw rate of the vehicle, the target yaw rate of the vehicle can be obtained.

[0101] In the embodiment of the present application, the handling target yaw rate of the vehicle is obtained by using the understeer degree, the current steering wheel angle, and the current longitudinal speed; the stability target yaw rate of the vehicle is obtained by using the maximum adhesion limit value, the current yaw rate, and the current longitudinal speed; the handling target yaw rate and the stability target yaw rate are fused to obtain the target yaw rate of the vehicle, achieving the stability target during the vehicle driving process, adjusting the current yaw rate of the vehicle to the target yaw rate, and keeping the vehicle stable.

[0102] Step S90 includes:

[0103] D1: Obtain a preset fusion function;

[0104] D2: Use the fusion function to fuse the handling target yaw rate and the stability target yaw rate to obtain the target yaw rate of the vehicle.

[0105] In the embodiment of the present application, a fusion function can be designed for the stability factor according to experience.

[0106] Refer to Figure 2 , which shows a schematic diagram of a fusion function shown in the embodiment of the present application. Figure 2 In, the horizontal axis represents the current stability factor, the vertical axis represents the fusion function f(ξ), and the fusion function f(ξ) can be:

[0107] f(ξ) = (9ξ 3 - 19ξ 2 + 13ξ) / 4

[0108] where ξ is the current stability factor.

[0109] In the embodiment of the present application, the handling target yaw rate and the stability target yaw rate are fused by using the fusion function and the following formula to obtain the target yaw rate of the vehicle.

[0110] ωd = 0.01 * f(ξ) * ωs + (1 - 0.01f(ξ)) * ωh

[0111] where ωd is the target yaw rate.

[0112] In the embodiment of the present application, the handling target yaw rate and the stability target yaw rate are fused by using a fusion function to obtain the target yaw rate of the vehicle. The fusion function is designed for the steady state factor according to experience, and the fusion of the handling target yaw rate and the stability target yaw rate is realized by using the fusion function, and the stability target during the vehicle driving is obtained.

[0113] Step B5 includes:

[0114] E1: Taking the front axle sideslip angle of the vehicle as the horizontal axis and the rear axle sideslip angle of the vehicle as the vertical axis, establish a front and rear axle sideslip angle phase plane; the origin of the front and rear axle sideslip angle phase plane represents the target steady state of the vehicle;

[0115] E2: Obtain the coordinate point corresponding to the current front axle sideslip angle and the current rear axle sideslip angle on the front and rear axle sideslip angle phase plane; the coordinate point represents the current state of the vehicle;

[0116] E3: By calculating the distance between the coordinate point and the origin, obtain the deviation value between the current state and the target steady state of the vehicle.

[0117] In the embodiment of the present application, taking the front axle sideslip angle of the vehicle as the horizontal axis and the rear axle sideslip angle of the vehicle as the vertical axis, a front and rear axle sideslip angle phase plane can be established. Referring to Figure 3 , a schematic diagram of a front and rear axle sideslip angle phase plane provided in the embodiment of the present application is shown. The horizontal axis is the front axle sideslip angle of the vehicle, and the vertical axis is the rear axle sideslip angle of the vehicle. Figure 3 The origin (0, 0) of the front and rear axle sideslip angle phase plane in represents the target steady state of the vehicle.

[0118] In the embodiment of the present application, the coordinate point (αf, αr) corresponding to the current front axle sideslip angle and the current rear axle sideslip angle on the front and rear axle sideslip angle phase plane can be obtained, and this coordinate point represents the current state of the vehicle.

[0119] By calculating the distance between the coordinate point (αf, αr) and the origin (0, 0), the deviation value between the current state and the target steady state of the vehicle can be obtained. Specifically, the deviation value is calculated by the following formula:

[0120]

[0121] where R0 is the deviation value.

[0122] In the embodiment of the present application, the sideslip angle of the front axle of the vehicle is used as the horizontal axis, and the sideslip angle of the rear axle of the vehicle is used as the vertical axis to establish a sideslip angle phase plane of the front and rear axles. The origin of the sideslip angle phase plane of the front and rear axles represents the target stable state of the vehicle. The coordinate points corresponding to the current sideslip angle of the front axle and the current sideslip angle of the rear axle on the sideslip angle phase plane of the front and rear axles are obtained, and the coordinate points represent the current state of the vehicle. By calculating the distance between the coordinate point and the origin, the deviation value between the current state of the vehicle and the target stable state is obtained, providing a method for calculating the deviation value between the current state of the vehicle and the target stable state. The deviation value can be used to judge the stable state of the vehicle. The sideslip angle phase plane method of the front and rear axles is used as the stability criterion method, which has clear physical meaning, reduces a large amount of repeated verification during software migration, is consistent with the physical mechanism of the vehicle's handling instability at medium and high speeds, can more accurately and robustly characterize the stable / unstable state of the vehicle, and at the same time reduces the workload of experimental testing.

[0123] Compared with the algorithms commonly used in engineering software in the related art, using indicators such as steering wheel angle and lateral acceleration to comprehensively evaluate the vehicle stability according to the semi-empirical method has no specific physical meaning, requires a large amount of test data to comprehensively refine the threshold, and has certain defects in robustness; the theory of the present application is consistent with the physical reality and has clear meaning, and can more accurately and robustly characterize the stable / unstable state of the vehicle.

[0124] In a control method of a vehicle actuator provided in an embodiment of the present application, the actuator includes at least one of an active rear-wheel steering actuator, a torque vector controller, and a braking vehicle stability controller (ESC).

[0125] In the embodiment of the present application, the actuator of the vehicle includes at least one of an active rear-wheel steering actuator (ARS, Active Rear Steering), a torque vector controller (TVC, Torque Vectoring Control), and a braking vehicle stability controller (ESC-VDC, Vehicle Dynamic Control).

[0126] Refer to Figure 4 , which shows a schematic diagram of a basic working range model of an actuator provided in an embodiment of the present application. The basic working range model of the actuator includes the stability factor control condition and the speed control condition of the actuator. Figure 4 The horizontal axis in is the longitudinal speed Vx of the vehicle, and the vertical axis is the stability factor ξ. According to Figure 4 , the speed control condition and the stability factor control condition of the active rear-wheel steering actuator, the torque vector controller, and the braking vehicle stability controller (ESC) can be obtained. Figure 4It includes 3 speed nodes and 3 stability factor nodes, and their specific values are determined according to the control mechanism of the actuator when controlling the vehicle to travel and maintain vehicle stability. The specific values are not limited in this application.

[0127] Figure 4 "TVC operation + pre-stability (ARS exit)" in it refers to: the active rear-wheel steering gear no longer controls the vehicle, and the torque vector controller starts to adjust before the vehicle approaches an unstable state to prevent the vehicle from losing control.

[0128] "TVC stability + ARS feedforward" means that the torque vector controller and the active rear-wheel steering gear work together, and the ARS system uses a feedforward control strategy to predict and adjust the vehicle's behavior in advance to enhance the overall vehicle stability control.

[0129] In a specific example, when the current longitudinal speed of the vehicle is not higher than the medium speed threshold (Vmid), the vehicle is in a low-speed driving state. At this time, only the active rear-wheel steering gear in the vehicle works to achieve four-wheel steering, improve the low-speed maneuverability of the vehicle, and maintain vehicle stability. When the current longitudinal speed of the vehicle is higher than the medium speed threshold and the current stability factor ξ is less than 0.1, the active rear-wheel steering gear will stop working and adjust the steering angle of the rear wheels back to the neutral position, that is, the 0° steering angle position. When the current longitudinal speed of the vehicle is higher than the medium speed threshold and the current stability factor ξ is greater than 0.3, the active rear-wheel steering gear will fully resume working. When the current stability factor ξ of the vehicle is between 0.1 and 0.3, the working intervention degree of the active rear-wheel steering gear will be determined by linear interpolation. When the current longitudinal speed of the vehicle is higher than the medium speed threshold, the distributed drive motors in the vehicle will generate differential torque to cause the vehicle to yaw and attempt to change the current yaw angular velocity of the vehicle into the target yaw angular velocity. If ξ continues to increase, the braking system will actively generate a braking yaw torque (achieved by the difference in braking torques on both sides), and at this time, the distributed drive motors, the rear-wheel steering system, and the braking system will work simultaneously to ensure the handling stability of the vehicle to the greatest extent.

[0130] Refer to Figure 5 , which shows a schematic diagram of an intervention function of an actuator provided in an embodiment of the present application.

[0131] The intervention function includes three axes, which respectively represent the stability factor of the vehicle, the vehicle speed, and the coefficient value. Among them, the vehicle speed is the longitudinal speed of the vehicle, and the coefficient value is the intervention degree value of the actuator. Figure 5 It also provides three vehicle speed sections, which are 20 kph (kilometers per hour), 25 kph, and 30 kph respectively.

[0132] According to the current longitudinal speed and the current stability factor of the vehicle, it can be obtained fromFigure 5 Determine the current intervention degree value of the vehicle's actuator in the provided intervention function. The intervention function of the actuator can be represented by g(Vx, ξ), and g(Vx, ξ) = g(ξ) * g(Vx).

[0133] When Vx < Vx1, g(Vx, ξ) = 1;

[0134] When Vx1 < Vx < Vx2 and ξ < ξ1, g(Vx, ξ) = 1 - (Vx - Vx1) / (Vx2 - Vx1);

[0135] When Vx1 < Vx < Vx2 and ξ1 < ξ < ξ2, g(Vx, ξ) = 1 - (ξ - 0.1) / (0.3 - 0.1) * (Vx - Vx1) / (Vx2 - Vx1);

[0136] When Vx1 < Vx < Vx2 and ξ > ξ2, g(Vx, ξ) = 1;

[0137] When Vx > Vx2 and ξ < ξ1, g(Vx, ξ) = 0;

[0138] When Vx > Vx2 and ξ1 < ξ < ξ2, g(Vx, ξ) = 1 - (ξ - ξ1) / (ξ2 - ξ1);

[0139] When Vx > Vx2 and ξ > ξ2, g(Vx, ξ) = 1.

[0140] Among them, Vx1 refers to 20 kph, and Vx2 refers to 30 kph.

[0141] In the embodiments of the present application, a judgment index is designed based on the stability theory. According to the control mechanisms and efficiency characteristics of each actuator, different intervention functions are set. Based on the intervention function, optimal scheduling of each actuator can be achieved, and the maximum stability boundary of the vehicle is improved.

[0142] In the embodiments of the present application, an intervention function is designed based on the efficiency characteristics of the actuator, and the intervention degree value of different actuators is determined by using this intervention function, realizing the optimal contribution of different vehicle actuators to the vehicle performance and its efficiency, and avoiding the situation where all actuators are simultaneously called in the full scenario, with complex algorithms and low utilization rate of resources (such as energy consumption, communication load, etc.).

[0143] Refer to Figure 6 , which shows the flowchart of another control method for vehicle actuators provided in the embodiments of the present application.

[0144] In the embodiment of the present application, a driver model and a basic vehicle theory model are established for the controlled vehicle. The current steering wheel angle of the vehicle can be obtained by using the driver model. By using the current steering wheel angle, current longitudinal speed, current yaw rate, current centroid side slip angle, current lateral acceleration, etc. of the vehicle, and the basic vehicle theory model, the target yaw rate of vehicle handling and the target yaw rate of vehicle stability can be obtained, and the target centroid side slip angle of vehicle handling and the target centroid side slip angle of vehicle stability can also be obtained. By fusing the target yaw rate of vehicle handling and the target yaw rate of vehicle stability, the target yaw rate of the vehicle can be obtained.

[0145] In the embodiment of the present application, the current centroid side slip angle of the vehicle can be obtained by using the current longitudinal speed and the current lateral speed; the current front axle side slip angle of the vehicle can be obtained by using the current centroid side slip angle, the front axle distance of the centroid, the current yaw rate, the current longitudinal speed, and the current steering wheel angle; the current rear axle side slip angle of the vehicle can be obtained by using the current centroid side slip angle, the rear axle distance of the centroid, the current yaw rate, and the current longitudinal speed; the deviation value between the current state of the vehicle and the target stable state can be obtained by using the current front axle side slip angle and the current rear axle side slip angle. By using the preset limit boundary tuning parameters, the saddle point value of the vehicle front axle, and the saddle point value of the rear axle, the limit stability radius of the vehicle is determined. By using the limit stability radius and the deviation value between the current state of the vehicle and the target stable state, the current stability factor of the vehicle can be determined.

[0146] In the embodiment of the present application, the TVC differential intervention degree value and the ARS rear rotation intervention degree value in the vehicle are obtained by using the intervention function, the current stability factor, and the current longitudinal speed. The integrated controller controls the TVC differential strategy to change with the intervention degree value, and the ARS rear rotation strategy to change with the intervention degree value, adjusts the rear wheel angle of the vehicle, and distributes the basic driving torque of the vehicle to the four-wheel torque through the torque distribution module, and attempts to adjust the current yaw rate of the vehicle to the target yaw rate.

[0147] The embodiment of the present application also provides a control device 70 for a vehicle actuator, which is applied to a vehicle, and the vehicle includes at least one actuator. Please refer to Figure 7 , including:

[0148] A speed acquisition module 710, configured to acquire the current yaw rate, current longitudinal speed, limit stability radius of the vehicle, and the preset intervention function of the actuator;

[0149] A current stability factor acquisition module 720, configured to use the current yaw rate to obtain the deviation value between the current state of the vehicle and the target stable state, and use the deviation value and the limit stability radius to obtain the current stability factor of the vehicle;

[0150] A control condition acquisition module 730, configured to obtain a stability factor control condition and a speed control condition of the vehicle for the actuator based on a control mechanism of the vehicle for the at least one actuator;

[0151] A current intervention degree value acquisition module 740, configured to obtain a current intervention degree value of the at least one actuator by using the intervention function, the current stability factor, and the current longitudinal speed;

[0152] A control module 750, configured to, for any one of the actuators, if a current stability factor of the vehicle meets the stability factor control condition of the actuator, and / or the current longitudinal speed meets the speed control condition of the actuator, control the actuator to attempt to adjust a current yaw rate of the vehicle to a target yaw rate of the vehicle according to the current intervention degree value.

[0153] In an optional embodiment of the present application, the current stability factor acquisition module includes:

[0154] A speed acquisition sub-module, configured to obtain a current lateral speed of the vehicle, a current steering wheel angle, a centroid front axle distance between a centroid of the vehicle and a front axle of the vehicle, and a centroid rear axle distance between the centroid of the vehicle and a rear axle of the vehicle;

[0155] A current centroid sideslip angle acquisition sub-module, configured to obtain a current centroid sideslip angle of the vehicle by using the current longitudinal speed and the current lateral speed;

[0156] A current front axle sideslip angle acquisition sub-module, configured to obtain a current front axle sideslip angle of the vehicle by using the current centroid sideslip angle, the centroid front axle distance, the current yaw rate, the current longitudinal speed, and the current steering wheel angle;

[0157] A current rear axle sideslip angle acquisition sub-module, configured to obtain a current rear axle sideslip angle of the vehicle by using the current centroid sideslip angle, the centroid rear axle distance, the current yaw rate, and the current longitudinal speed;

[0158] A deviation value acquisition sub-module, configured to obtain the deviation value between a current state of the vehicle and a target stable state by using the current front axle sideslip angle and the current rear axle sideslip angle.

[0159] In an optional embodiment of the present application, the speed acquisition module includes:

[0160] A saddle point value acquisition sub-module, configured to obtain a preset front axle saddle point value of a front axle sideslip angle of the vehicle and a preset rear axle saddle point value of a rear axle sideslip angle of the vehicle;

[0161] A limit stability radius acquisition sub-module, configured to acquire the limit stability radius of the vehicle by using preset limit boundary calibration parameters, the front axle saddle point value, and the rear axle saddle point value.

[0162] In an alternative embodiment of the present application, the device includes:

[0163] A maximum adhesion limit value acquisition module, configured to acquire the maximum adhesion limit value of the vehicle and a preset understeer degree;

[0164] A handling target yaw rate acquisition module, configured to acquire the handling target yaw rate of the vehicle by using the understeer degree, the current steering wheel angle, and the current longitudinal speed;

[0165] A stability target yaw rate acquisition module, configured to acquire the stability target yaw rate of the vehicle by using the maximum adhesion limit value, the current yaw rate, and the current longitudinal speed;

[0166] A target yaw rate acquisition module, configured to fuse the handling target yaw rate and the stability target yaw rate to acquire the target yaw rate of the vehicle.

[0167] In an alternative embodiment of the present application, the target yaw rate acquisition module includes:

[0168] A fusion function acquisition sub-module, configured to acquire a preset fusion function;

[0169] A target yaw rate obtained sub-module, configured to fuse the handling target yaw rate and the stability target yaw rate by using the fusion function to obtain the target yaw rate of the vehicle.

[0170] In an alternative embodiment of the present application, the deviation value acquisition sub-module includes:

[0171] A front and rear axle sideslip angle phase plane establishment unit, configured to establish a front and rear axle sideslip angle phase plane with the front axle sideslip angle of the vehicle as the horizontal axis and the rear axle sideslip angle of the vehicle as the vertical axis; the origin of the front and rear axle sideslip angle phase plane represents the target stable state of the vehicle;

[0172] A coordinate point acquisition unit, configured to acquire the coordinate point corresponding to the current front axle sideslip angle and the current rear axle sideslip angle on the front and rear axle sideslip angle phase plane; the coordinate point represents the current state of the vehicle;

[0173] A distance calculation unit, configured to acquire the deviation value between the current state and the target stable state of the vehicle by calculating the distance between the coordinate point and the origin.

[0174] In an alternative embodiment of the present application, the actuator includes at least one of an active rear-wheel steering actuator, a torque vector controller, and an electronic stability controller (ESC).

[0175] The embodiments of the present application also provide an electronic device 80. Please refer to Figure 8 , which includes a processor 810 and a memory 820. Among them, the memory 810 is used to store a computer program; the processor 820 is used to execute the program stored on the memory 810 to implement a control method for a vehicle actuator introduced in any embodiment of the present application.

[0176] The embodiments of the present application also provide a computer-readable storage medium. The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, it implements a control method for a vehicle actuator introduced in any embodiment of the present application.

[0177] In the present application, "a plurality of" means two or more.

[0178] In the present application, unless otherwise clearly defined, the terms "install", "connect", and "couple" shall be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, and it can be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present application can be understood according to specific circumstances.

[0179] The terms "first", "second", "third", "fourth", etc. (if any) in the present application are used to distinguish similar objects and do not necessarily describe a specific order or sequence.

[0180] The term "and / or" in the present application is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in the present application generally represents an "or" relationship between the related objects before and after.

[0181] If there is no special indication, all steps of the present application can be carried out in sequence or randomly. For example, the method includes steps A and B, indicating that the method can include steps A and B carried out in sequence, or steps B and A carried out in sequence. For example, it is mentioned that the method may further include step C, indicating that step C can be added to the method in any order. For example, the method can include steps A, B, and C, or steps A, C, and B, or steps C, A, and B, etc.

[0182] The above are only the preferred embodiments of the present application and are not intended to limit the present application. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present application shall be included within the protection scope of the present application.

Claims

1. A method for controlling a vehicle actuator, characterized in that: Applied to a vehicle, the vehicle comprising at least one actuator, the method comprising: Acquiring a current yaw rate, a current longitudinal speed, a limit stability radius, and a preset intervention function of the actuator of the vehicle; Using the current yaw angular velocity, obtaining a deviation value between a current state of the vehicle and a target stable state, and using the deviation value and the limit stability radius, obtaining a current stability factor of the vehicle; Based on the control mechanism of the at least one actuator on the vehicle, obtaining a stability factor control condition and a speed control condition of the actuator on the vehicle; Obtaining a current intervention level value of the at least one actuator using the intervention function, the current stability factor, and the current longitudinal speed; For any of the actuators, if the current stability factor of the vehicle satisfies the stability factor control condition of the actuator, and / or the current longitudinal speed satisfies the speed control condition of the actuator, the actuator is controlled to try to adjust the current yaw rate of the vehicle to the target yaw rate of the vehicle according to the current intervention degree value.

2. The method according to claim 1, characterized in that The obtaining a deviation value between a current state of the vehicle and a target stable state by using the current yaw angular velocity includes: Obtaining a current lateral speed of the vehicle, a current steering wheel angle, a front wheelbase between the center of mass of the vehicle and a front axle of the vehicle, and a rear wheelbase between the center of mass of the vehicle and a rear axle of the vehicle; Obtaining a current center-of-mass sideslip angle of the vehicle using the current longitudinal speed and the current lateral speed; Obtaining a current front axle sideslip angle of the vehicle by using the current center of mass sideslip angle, the center of mass front wheelbase, the current yaw rate, the current longitudinal rate, and the current steering wheel angle; Obtaining a current rear axle sideslip angle of the vehicle by using the current center-of-mass sideslip angle, the center-of-mass rear wheelbase, the current yaw angular velocity, and the current longitudinal velocity; The deviation value between the current state of the vehicle and the target stable state is obtained by using the current front axle slip angle and the current rear axle slip angle.

3. The method according to claim 2, characterized in that The obtaining of the current yaw rate, the current longitudinal speed, the limit stability radius and the preset intervention function of the actuator of the vehicle includes: Acquiring a preset front axle saddle point value of a front axle slip angle of the vehicle and a preset rear axle saddle point value of a rear axle slip angle of the vehicle; The limit stability radius of the vehicle is obtained by using the preset limit boundary adjustment parameters, the front axle saddle point value, and the rear axle saddle point value.

4. The method according to claim 2, characterized in that: The method comprises: Obtaining a maximum adhesion limit value and a preset understeer degree of the vehicle; Obtaining a maneuverability target yaw rate of the vehicle by using the understeer degree, the current steering wheel angle, and the current longitudinal speed; Obtaining a stability target yaw rate of the vehicle by using the maximum adhesion limit value, the current yaw rate, and the current longitudinal speed; The maneuverability target yaw rate and the stability target yaw rate are merged to obtain a target yaw rate of the vehicle.

5. The method according to claim 4, characterized in that The step of fusing the maneuverability target yaw rate and the stability target yaw rate to obtain a target yaw rate of the vehicle includes: Get the preset fusion function; The maneuverability target yaw rate and the stability target yaw rate are fused by using the fusion function to obtain the target yaw rate of the vehicle.

6. The method according to claim 3, characterized in that The obtaining the deviation value between the current state of the vehicle and the target stable state by using the current front axle slip angle and the current rear axle slip angle includes: A front-axle slip angle phase plane is established with the front-axle slip angle of the vehicle as the horizontal axis and the rear-axle slip angle of the vehicle as the vertical axis; the origin of the front-axle slip angle phase plane represents the target stable state of the vehicle; Obtaining coordinate points corresponding to the current front axle slip angle and the current rear axle slip angle on the front and rear axle slip angle phase plane; the coordinate points represent the current state of the vehicle; The deviation value between the current state of the vehicle and the target stable state is obtained by calculating the distance between the coordinate point and the origin.

7. The method according to claim 1, characterized in that The actuator includes at least one of an active rear wheel steering, a torque vectoring controller, and a brake-type vehicle stability control (ESC).

8. A control device for a vehicle actuator, characterized in that: Applied to a vehicle, the vehicle includes at least one actuator, and the device includes: A speed acquisition module, used to acquire the current yaw rate, the current longitudinal speed, the limit stability radius and the preset intervention function of the actuator of the vehicle; a current stability factor acquisition module, configured to acquire a deviation value between a current state of the vehicle and a target stable state by using the current yaw angular velocity, and to acquire a current stability factor of the vehicle by using the deviation value and the limit stability radius; A control condition acquisition module, configured to acquire a stability factor control condition and a speed control condition of the actuator on the vehicle based on a control mechanism of the at least one actuator on the vehicle; a current intervention degree value acquisition module, configured to acquire a current intervention degree value of the at least one actuator by using the intervention function, the current stability factor and the current longitudinal speed; a control module configured to control, for any of the actuators, if the current stability factor of the vehicle satisfies the stability factor control condition of the actuator and / or the current longitudinal speed satisfies the speed control condition of the actuator, control the actuator to try to adjust the current yaw rate of the vehicle to the target yaw rate of the vehicle according to the current intervention degree value.

9. An electronic device, characterized in that: comprising a processor and a memory, wherein Memory, used to store computer programs; A processor, used to execute a program stored in a memory to implement the method described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method according to any one of claims 1 to 7 is implemented.

Images